Internal-combustion engine and method of operating the same.



L. SABATHE. INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATING THE SAME.

APPLICATION FILED JUNE 10, 1908. 975,640, Patented Nov. 15, 1910 2 SHEETS-SHEET L fz rzednz= Eve 6v %%7 0x221 SaZa/h/ Kym I L. G. SABATHEE. INTERNAL COMBUSTION ENGINE AND METHOD OF GPER-ATING THE SAME.

APPLICATION FILED JUNE 101 1908.

Patented Nov. 15, 1910.

2 SHEETS-SHEET 2.

LOUIS GASTON SABATHE, 0F PARIS, FRANCE, ASSIG-NOR TO THE SOCIE'IE DES MOTEUIRS SABATHE, SAINT-ETIENNE, LOIRE, FRANCE, A CORPORATION OF FRANCE. 4

INTERNAL-COMBUSTION ENGINE AND METHOD OF OPERATING- TI-IE SAME.

Specification of Letters Patent.

Application filed June 10, 1908. Serial No. 437,651.

To all whom 'it may concern:

Be it known that I, LOUIS GAs'roN SABATHii, citizen of the French Repubhc, residing at Paris, Department of the Seine, in France, have invented certain new and Useful Improvements in Internal-Combustion Engines'and Methods of Operating the 'Same, of which the following is a specification.

This inventionv relates to the construction.

and operation of internal combustion engines 1n which air, or other gas capable of supporting combustion, is introduced into a solid, liquid or gaseous, fuel in a-finely divided state, and wherein combustion ensues spontaneously,'.0 r is brought about by Well known means.

The present method of operatin an internal combustionengine has the advantage that with the same degree of compression and the same consumpt1on of fuel a higher maximum temperature is obtainable, and a more rapid combustion and a longer expanslon than usual are produced, thus a more complete combustlon and a higher thermal 'efiiciency. A greater degree of compression may also bev obtained, since the combustion does not produce the same shocks due to instantaneous and maximum compressions as in. common practice.

To these ends, the invention consists in a method of operating an internal combustion engine, which consists in admitting to the cylinder and igniting a fuel cha rge during the'time that the iston is at or near the dead point and a so when, on thesame stroke of the iston, the latter moves away from the dea point and therebylincreases the volume'of the combustion chamber, and in admitting to the cylinder and igniting a second and. additional fuel charge, simultaneously with the continuance of the first, when the volume of the combustion chamber is increased as indicated.

The invention also consists, in an engine in which the above described method iscarried out. In the preferred embodiment of the in ention, the engineis-provided with valves, one bf which is operated to admit the fuel to be consumed while the volume is substantially constant, the other valve being operated subsequently, and preferably by means of the first mentioned valve,'to actin. conjunction with the first valve and thereby admit a larger amount of ful to effecting the cylinder when the volume of the combustion chamber increases owing to the stroke of the piston away from'the dead point, "in order that the pressure at this stage in the operation will be maintained substantially constant.

In the accompanying drawingsFigure 1 is a vertical sectionof a combustion engine constructed according to the present invention. Fig. 2 is a detail view of the inlet valves. Fig. 3 is a comparative diagram showing the results secured by the present invention as compared with prior results. i

The cover or head 1 ofthe engine cylin= der is furnished with a valve casing 2 wherein are arranged the inlet valves. This casing 2 is hollow and is closed at its upper end by a gland'3 through which a valve-rod 4 works. This rod is conical at its lower end 5, which forms a valve servmg to open orclose a passage 6 connecting the cylinder35 and the casing 2. Slidably mounted upon the rod is a. valve 7 controlled by a spring 8 which normally tends to hold the valve against its seat 9 while the rod 4 is furnished with lugs 10 so arranged as to lift the valve 7 at a certain point in the upward stroke of the rod.

1 The fuel under pressure is delivered to the valve casing in regulated quant1ties by a pipe 11 which communicates with the cham or 15 arranged above said valve 7.

The air under pressure is delivered to the valve casing by way of a pipe .14: which communicates with the chamber 15 above the valve 7, whence it passes downward with the fuel b way of channels 36 in the valve 7 to the c amber 13. I

The valve rod l carries a piston 17 which works ina cylinder 18 carried on the valve casing 2. A spring 19 which is disposed between the top of the cylinder and the piston.- 17 tends normally to maintain the valve 5 on its seat. The upper'end of the rod 4: is connected to a p votally mounted lever 20 whereof the pivot 21 is carried by an arm 22 mounted uponthe c linder wherein the valve rod piston works, t is arm being also supported by the-head of the engine cylinder. A rod 24 is connected to the pivoted lever 20 I I which is connected ,at' 23, thelower end of said rod carrying a roller 25 which, under the influence of the spring acting on the valve-rod piston, bears upon an arm 26 pivotally mounted at 27 upon a support 28 nttached to the engine cylinder. This lever is furnished with .a roller '31 which bears against a rotating cam 29 mounted on a shaft 30 driven from the engine'shaft.

I The variation ofthe length of stroke of This adjusting movement of the roller is effec'ted by a lever 32 pivotally-mounted at 33 on the valve casing, and controlled by any suitable mechanical means, said lever being connectedby a link 34 to the rod 24.

gThe variation in the lift of the valves is such that with a light load, the valve 7 in the upper chamber of-the valve casing is not brought into operation, thus effecting an ap- .preciable economy 'in-the air or other ,gas

employed for supporting combustion.

The operation of the mechanism is as follows: Under the 'action of the cam 29, the valve 5-is raised and the mass of fuel-under pressure, contained in the chamber 13, finds entry to the cylinder by the passage 6, At

this time, the piston. is about to arrive at the dead point, the mass of gas is compressed, the volume remaining substantiallyv constant,

40 and the temperature increases considerably. .Thatis the period of combustion with a constant volume, which obtains'while' the plston'is at the-dead point and while. it moves slightly away from the same on reversing its movement. Then the rod 4 lifts up the valve 7 by means of the lugs 10.. At

this time the volume of the combustion chamber increases, 'owin to the down-stroke of the piston; the fuel w ich was retained by v the valve '1 thus finds entry into the. cylinder, both of the valves-being open and acting coordinately in order to maintain the pres sure substantially constant with an increasing-volume. That is. the second aspect of "'65 the combustion '(combustion I with constant After this the cam does not act,

pressure) the valves close, the combustion ends, and

gained by. the combustion process, 0 X- be- 1 n the axis of pressure an O Y the axis of 05 fuel injects perature at the dead point.

supply when the iston moves away from the' deadpoint arid substantially increases ately afterward: The dead' point may be v termed the stroke limit,-..which'is that point where the piston stops and its reciprocal movement begins; The diagram A B C D F is that of a motor working with mixed com-. 7g bustion accordin to the mvention; In this latter case the distance A B represents the growth of pressure and consequently of tem- This is the first stageof the operation: combustion at const-ant volume. The are B 0 represents the growth: of volume at substantially constant pressure, which constitutes the second stage of the cycle: combustion at constant pressure. The arc'C -D represents the expansion 0 of gas in the cylinder. f Vhat I claim is: L

1. The method of operating an internal combustion engine, which consists in admit ting to the cylinder and igniting a fuel 35 charge during the time that the piston is at or near thedead oint and also when, on the same stroke of tiie piston,.the latter moves away from the deadpoint and thereby substantially increases the volume of the com bustion chamber, and in admitting to the cylinder and igniting a second and additional fuel charge simultaneously, with the continuance of the first charge when the volas indicated. a

2. The method of operating an internal combustion engine, which colislsts in admitting to the cylinder and- 'ignitinga charge of fuel during the. time that he piston apume of the combustion chamber is increased proaches the dead point, whi e the piston. is

at the dead int and until the piston has moved slight y awayfrom the dead point in the reciprocal direction, continuingthesupply of fuel during the further movement of the piston at the same stroke, and, during such further movement of the.piston,adm1t ting to the cylinder and ignlting. simultaneously with the continuaricevof the first charge, an additional charge of fuel.

3. In an internal'combustion engine, the COIllblIlfitiOIl'Witll the cylinder, of means to admit fuel into the cylinder while the piston 'is near thedead point" or stroke limit, and

other m'eans to admit 'a. further charge of fuel into the cylinderT'during'the time that the piston moves away from the dead point and thereby increases the volume of the combustion chamber. 0

4.. an internal combustion engine, the izo combination with the cyli'nder,-of a valve to admit fuel intothecylmder during .thetune v the expansion takes place i-n the cylinder 35.-- F that the iston is near its" dead point or The cross-hatched. part of the diagram rep- I 6 resented in Fig. 3 shows the advantage.

strokelim t, and. a valveto increase the fuel the volume ofthe. combustion chamber.

I .5; In an internal combustionjengine', successivel'y acingjjvalves .to admit'the 1 fuel charge, one ofsue has. admitting fuel ao when the piston is near the dead point, and the other valve being opened and acting conjointly with the first to admit an increased charge of fuel when the piston moves away from the dead point.

(3. In an internal combustion engine, the combination with the cylinder, of successively acting fuel admission valves, and means by which one of the valves is lifted by the other at a predetermined moment.

7. An internal combustion engine having a valve operated to admit fuel into the cylinder during the time that the piston is moving from a point near its stroke limit to its stroke limit and a short distance reciprocally away from its stroke limit, and a second valve for continuing the supply of fuel at an increased rate during a continuance of the movement of the piston in said reciprocal direction.

8. An internal combustion engine having a valve operated to admit fuel into the cylinder during the time that the piston is moving from a point near its stroke limit to its stroke limit and a short distance reciprocally away from its stroke limit, and a second valve for continuing the supply of fuel at an increased rate during a continuance of the movement of the piston in said reciprocal direction the mechanism serving to effect a rate of flow of the fuel into the cylinder that will maintain a substantially uniform pressure in the cylinder during a portion of the reciprocal motion of the piston.

9. An internal combustion engine having a valve operated to admit fuel into the cylinder during the time that the piston is mov-- ing from a point near its stroke limit to its I stroke limit and a short distance reciprocally away from its stroke limit, and a second valve for continuin the supply of fuel 7 at an increased rate during a continuance of themovement of the piston in said reciprocal direction, said valves having a common stem.

10. An internal combustion engine having a valve operated to admit fuel into the cylinder during the time that the piston is moving from a point near its stroke limit to its stroke limit and a short distance reciprocally away from its stroke limit, and a second valve for continuing the supply of fuel der that will maintain a substantially uniform pressure in the cylinder during a portion of the reciprocal motion of the piston, said valves having a common stem.

11. An internal combustion engine having a valve operated to admit fuel into the cylinder during the time that thepiston is moving from a point near its stroke limit to its stroke limit and a short distance reciprocally away from its stroke limit, and a second valve for continuing the supply of fuel at an increased rate during a continuance of the movement of the piston in said reciprocal direction, the second valvebeing in sliding relation with respect to its stem, which stem constitutes the stem for the first valve, said stem having means for engaging the second valve to unseat the second valve when the first valve has been sufficiently moved inder that will maintain a substantially uniform pressure in the cylinder during a portion of the'reciprocal motion of the piston, the second valve being in sliding relation with respect to its stem, which stem constitutes the stem for the'first valve, said stem having means for engaging the second valve to unseat the second valve when the first valve has been sufliciently moved away from its seat.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

' LOUIS GASTON SABATHE.

Witnesses:

H. PITONCIER, T. BEMARIER. 

